Note: Descriptions are shown in the official language in which they were submitted.
CA 02631967 2008-05-22
METHOD, SYSTEM AND APPARATUS FOR
MONITORING IN A VEHICLE HORN SYSTEM
BACKGROUND OF THE INVENTION
Field of the Invention
100011 The present invention relates generally to vehicle control systems and,
in particular to a
method, system and apparatus for monitoring in a horn system, such as a
locomotive horn
system, and for ascertaining and verifying the integrity and proper operation
and execution of a
horn system, such as an autoniated horn sequencing system and the like.
Description of Related Art
[00021 For the safety of pedestrians and motorists, locomotive operators are
required to
activate the locomotive horn as they approach and proceed through grade
crossings and other
similar junctures. Failure of the operator to properly activate the locomotive
horn may lead to
dire consequences to persons at or near the crossing. When traversing the
crossing, the operator
must activate the horn according to certain required sequences, or horn
"blasts". The Federal
Railroad Administration has promulgated regulations that address when and how
horns are to be
sounded, i.e., the horn activation "sequence". In particular, the required
horn activation
sequence (including distance, timing, duration, etc.) is set forth in 49
C.F.R. 222.21. Such
sequencing according to the regulations ensures that both pedestrians and
motorists at or near the
crossing are appropriately warned that a train is approaching.
100031 According to the prior art, certain systems have been developed that
automatically
activate the locomotive horn in accordance with the regulations as the train
traverses the
crossing. Specifically, and as disclosed in U.S. Patent Nos.: 6,609,049 and
6,824,110 (both to
Kane et al.), such systems use an on-board database of locations that require
horn activation, as
well as a positioning system, e.g., a Global Positioning System (GPS), to
determine the train's
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position. Based upon the upcoming activation location and train position, the
locomotive horn is
automatically activated at a determined point and in compliance with the
regulations.
[00041 According to the prior art, there are various methods, apparatus and
systems available
for automated or augmented horn activation, as well as associated diagnostic,
testing, tuning and
adjustment functions for vehicle horns and control systenis. For example, see
U.S. Patent Nos.:
6,457,682 to Anderson et al.; 6,088,635 to Cox et al.; 5,966,078 to Tanguay;
5,414,406 to
Baxter; 5,266,921 to Wilson; 5,131,612 to Skantar; 4,004,111 to Turlais; and
U.S. Application
Publication Nos.: 2006/0015224 to Hilleary; and 2005/0131600 to Quigley et al.
100051 As discussed, the activation of the horn is of the utmost importance
within the context
of the railroad industry. Accordingly, there is a need in the industry to
provide a diagnostic
system that is capable of monitoring and verifying the integrity of the
locomotive horn system.
There is a further need in the art to provide a diagnostic system that is
capable of monitoring and
verifying proper and appropriate activation of the locomotive horn. In
addition, other vehicles
and industries that require the appropriate operation of horns and other
safety equipment also
may have need of a system that monitors and verifics the proper operation of
such equipment.
SUMMARY OF THE. INVENTION
100061 It is one object of the present invention to provide a method, system
and apparatus for
monitoring in a vehicle horn system that overcomes the drawbacks and
deficiencies of the prior
art. It is another object of the present invention to provide a method, system
and apparatus for
monitoring and verifying the integrity of a vehicle horn system that overcomes
the drawbacks
and deficiencies of the prior art. lt is a further object of the present
invention to provide a
nietliod, systenl and apparatus for monitoring and verifying the appropriate
activation and
operation of a vehicle horn that overcomes the drawbacks and deficiencies of
the prior art_ It is a
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still further object of the present invention to provide a method, system and
apparatus for
monitoring in a vehicle horn system that ensures that the horn system is
operational, and the horn
appropriately activated. It is yet another object of the present invention to
provide a method,
system and apparatus for monitoring in a locomotive horn system.
100071 In one preferred and non-lirniting embodiment, provided is a system for
monitoring in
a horn system of a vehicle having at least one activatable mechanism for
causing a horn to sound.
The system includes at least one monitoring device in communication with the
at least one
activatable mechanism, at least one component of the horn system or any
combination thereof.
The at least one monitoring device measures the presence or absence of at
least one measurable
characteristic in the horn system and transmits a signal based upon the
results of the
measurement.
100081 In another preferred and non-limiting embodiment, provided is a method
for
monitoring in a horn system of a vehicle having at least one activatable
mechanism for causing a
horn to sound. The method includes measuring the presence or absence of at
least one
measurable characteristic in the horn system, and transmitting a signal based
upon the results of
the measurement.
[00091 In a further preferred and non-limiting embodiment, provided is a
system for
monitoring in a horn system of a vehicle having an on-board computer
configured to transmit a
signal to at least one activatable valve for causing a horn to sound. The
systein includes at least
one monitoring device in communication with the on-board computer, the at
least one activatable
valve, at least one component of the horn system or any combination thereof.
The at least one
inonitoring device measures the presence or absence of at least one measurable
characteristic in
the liorn system and transmits a signal based upon the results of the
measurement.
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100101 These and other features and characteristics of the present invention,
as well as the
methods of operation and functions of the related elements of structures and
the combination of
parts and economies of manufacture, will become more apparent upon
consideration of the
following description and the appended claims with reference to the
accompanying drawings, all
of which form a part of this specification, wherein like reference numerals
designate
corresponding parts in the various figures. It is to be expressly understood,
however, that the
drawings are for the purpose of illustration and description only and are not
intended as a
definition of the limits of the invention. As used in the specification and
the claims, the singular
form of "a", "an", and "the" include plural referents unless the context
clearly dictates otherwise.
BRIEF DESCRIPTION OF THE DRAWINGS
100111 Fig. 1 is a schematic diagram of one embodiment of a method, system and
apparatus
for monitoring in a locomotive horn system according to the principles of the
present invention;
100121 Fig. 2 is a schematic diagram of another embodiment of a method, system
and
apparatus for monitoring in a locomotive horn system according to the
principles of the present
invention;
100131 Fig. 3 is a schematic diagram of a further einbodiment of a method,
system and
apparatus for monitoring in a locomotive horn system according to the
principles of the present
invention: and
100141 Fig. 4 is a schematic diagram of a further embodiment of a method,
system and
apparatus for monitoring in a locomotive horn system according to the
principles of the present
invention.
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DESCRIPTION OF THE PREFERRED EMBODIMENTS
100151 The present invention will now be described with reference to the
accompanying
figures. It is to be understooci that the specific system illustrated in the
attached figures and
described in the following specification is simply an exemplary embodiment of
the present
invention. Hence, specific dimensions and other physical characteristics
related to the
embodiments disclosed herein are not to be considered as limiting. It is also
to be understood
that the invention may assume various alternative variations and step
sequences, except where
expressly specified to the contrary.
100161 The presently-invented system 10 is useful in connection with a variety
of applications
that require some assurance that a horn 12 or other similar warning device has
been or can be
activated. Further, the system 10 is useful in connection with any number of
vehicles and alann
systems in a variety of industries. 'I'herefore, the system 10 of the present
invention should not
be liinited to only one type of vehicle, e.g., train, or any one industry or
transit system, e.g., the
railroad industry. Still further, the system 10 is useful in connection with
different warning
devices that are required to be operational, and are activated through or
providc some measurable
characteristic, whether physical, electrical, etc. Various preferred and non-
limiting embodiments
are illustrated in schematic form in Figs. 1-4.
100171 In one preferred and non-limiting embodiment, and as illustrated in
Fig. 1, the system
of the present invention is configured to monitor in a horn system 14 of a
vehicle (not shown).
The horn system 14 includes at least one activatable mechanism 16 for causing
the horn 12 to
sound. In this embodiment, the system 10 includes at least one monitoring
device 18, which is in
communication with the at least one activatable mechanism 16 and/or soine
component of the
horn system 14. The monitoring device 18 is configured or adapted to measure
the presence or
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absence of at least orie rneasurable characteristic in the horn system 14, as
well as transmit some
signal, e.g., an analog signal, a digital signal, data, etc., based upon the
results of this
nieasurement.
100181 In a further non-limiting embodiment, and as discussed hereinafter, the
system 10 is
particularly useful in the railroad industry in order to ensure that a horn 12
can be activated
(whether automatically or manually) when the locomotive (not shown) is
encountering a position
on the track that requires such activation. Further, it is to be understood
that the system 10 may
be integrated with an originally-installed train control system computer or on-
board computer
(OBC) 20 or, alternatively, may bc installed as an after-market component and
system. Further,
the system 10 may be embodied as a hardware unit with the necessary software
and electrical
communication connections for integration with the OBC 20 and/or similar train
control system.
Still further, the system 10 may be a subsystem or component of the overall
train control system.
Accordingly, it is to be understood that either the OBC 20 and/or the overall
train control system
may be updated with the necessary software for implementing the various
aspects and functions
of the systeni 10 of the present invention.
100191 In one preferred and non-limiting embodiment, a system 10 is provided
for monitoring
the horn 12, which, in this embodiment, is manually operable via a pushbutton
22, or
automatically operable via a horn drive switch 24. The horn drive switch 24 is
part of, integrated
witli or in electrical communication with the OBC 20. Further, the pushbutton
22 and/or the
horn drive switch 24 is in electrical communication with and used to interact
with or otherwise
cause the activatable mechanism 16 (in this embodiment, an activatable valve
26) to open,
thereby causing the locomotive horn 12 to sound.
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100201 In this non-limiting embodiment, the monitoring device 18 is in
communication with
the OBC 20, the horn valve 26 and/or some other component of the locomotive
horn system. As
discussed, the monitoring device 18 is capable of measuring the presence or
absence of some
nleasurable characteristic, e.g., physical, electrical and/or aural
characteristic, and may transnut a
signal to the OBC 20 based upon the results of this measurement. For example,
this signal or
feedback can be transmitted to a horn monitoring component 28 of the OBC 20.
100211 In one preferred and non-limiting embodiment, the OBC 20 includes a
display
mechanism 30 or some other indicator of the results of the measured/monitored
horn system 14.
For example, the display mechanism 30 may be in cominunication with or
otherwise integrated
with the OBC 20, the horn system 14 and/or the horn monitoring component 28.
Further, this
display mechanism 30 is configured to present data, e.g., to the operator, a
user, an engineer, a
central monitoring system, a control system, etc., based upon the signal
(measurement)
transmitted from the monitoring device 18, the signal processed by the horn
monitoring
component 28 and/or as some indication of the measured characteristic or any
combination
thereof. The data may be collated, modified or otherwise interpreted and
presented to the user,
vehicle operator or central controller in a variety of manners, e.g., textual,
visual, graphical,
audible, etc. In this manner, the user could make an assessment regarding the
status of the horn
system 14, and may, if necessary, take the appropriate corrective action.
100221 As seen in Fig. 2, the monitoring device 18 is a current sensor 32.
This current sensor
32 is positioned in a horn activation circuit 34. The current sensor 32 is
positioned between the
horn drive switch 24 and the horn valve 26, which, in this embodiment, is an
electrically-
controlled, pneumatic horn valve. In autoinated operation, when the horn drive
switch 24 is
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activated, electrical current flows tllrough and to the horn valve 26, and the
current sensor 32
detects or measures this current, if present.
100231 Under normal operation, current will be present when the switch horn
drive switch 24
is closed (or activated), however, the current sensor 32 also provides ability
to sense current
when the horn drive switch 24 is opened (or deactivated). Further, the current
sensor 32 is
configured to measure a lack of, or the absence of, current when the horn
drive switch 24 is
closed. In either case, both such conditions would constitute a "fault" in the
system 10, and
some indication, message, alarm, etc. would be provided to the operator, such
as on the display
mechanism 30 of the OBC 20, indicating that the horn activation circuit 34 can
no longer provide
for the appropriate and automated activation of the horn 12, e.g., automatic
horn sequencing and
the like.
100241 In another preferred and non-limiting embodiment, a periodic or
scheduled computer-
controlled self-test of the system 10 could take place by closing the horn
drive switch 24 for a
short period of time to confirm that current flows when the horn drive switch
24 is closed. Such
a test could cycle in a quick enough manner, such that the pneumatic portion
of the system 10
would not activate (thereby sounding the horn 12). In this manner, there could
be a periodic or
scheduled testing of the system 10 without any nuisance (unnecessary) horn 12
activations.
100251 As also illustrated in Fig. 2, and in an atternative, exemplary
embodiment, the current
sensor 32 is positioned in another portion of the horn activation circuit 34,
namely in the
electrical path between the pushbutton 22 and the horn valve 26. In this
embodiment, a horn
sensing component 36 is provided, and this horn sensing component 36 is
capable of measuring
or otherwise sensing actuation of the pushbutton 22 by the operator. ff the
pushbutton 22 is
pressed, and the current sensor 32 senses the absence of current flow to the
horn valve 26 (based
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upon knowledge of this actuation from the horn sensing component 36), the
system 10 and, in
particular, the horn monitoring component 28 would register a "fault" in the
system 10. Such a
"fault" would indicate that the pushbutton 22 is inoperable, or some other
problem has aiisen
with the horn activation circuit 34, and a warning or other alarm could be
displayed to the
operator, such as on the display mechaiiism 30. It is also envisioned that the
pushbutton 22 is in
the form of any known actuatable or activatable switch, button, lever or
structure.
100261 As is known in the art, in order to effect automated activation or
sequencing of the horn
12, other components and systems in communication (or integral) with the OBC
20 may be
utilized. For example, the train's OBC 20 may ascertain the train position
based upon a
positioning system 38, which is in communication with a database 40 of
locations where the horn
12 should be activated. Similarly, a data radio 42, or transceiver, may be
used for
communications between the OBC 20 and various, upcoming wayside units (not
shown). These
components and systems operate, function and communicate as is known in the
art.
100271 In another preferred and non-limiting embodiment, and as illustrated in
Fig. 3, the
monitoring device 18 is a flow meter 44. This flow meter 44 would, as
discussed above in
connection with the current sensor 32, be placed in communication within the
horn activation
circuit 34. In particular, the flow meter 44 would be placed within or in
communication with a
conduit 46 extending between the horn valve 26 and the horn 12. In this
embodiment, the horn
12 is a pneumatically-driven horn that is activated through pressurized air
input. Accordingly, an
air reservoir 48 is also in communication with the horn valve 26.
100281 In operation, and whether automatically driven using the horn drive
switch 24 or
manually activated using the pushbutton 22, the horn valve 26 is activated.
Air from the air
reservoir 48 flows through the horn valve 26 and is used to sound the horn 12.
In this non-
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limiting embodinient, the flow meter 44 would monitor, sense and/or measure
the presence or
absence of air flow from the air reservoir 48 through the horn valve 26. It is
also envisioned that
a pressure sensor 50 be used as the monitoring device 18 in place of the flow
meter 44. The
pressure sensor 50 would sense the presence or absence of pressure within the
conduit 46
connecting the horn valve 26 and the horn 12.
100291 As discussed above in connection with the previous embodiment, the flow
meter 44 (or
pressure sensor 50) is in communication, e.g., electrical communication, with
the horn
monitoring component 28 of the OBC 20. Since the OBC 20 includes such a horn
monitoring
component 28, the horn drive switch 24 and the horn sensing component 36, it
is capable of
detennining if the horn 12 has been instructed to "sound", whether
automatically or manually.
Based upon this knowledge, together with the presence or absence of air flow
or pressure
through the conduit 46, the system 10 can indicate whether there is some
malfunction or fault in
the horn activation circuit 34 of the horn system 14.
100301 Again, the system 10 may allow for a computer-controlled self-test that
could occur by
activating the horn drive switch 24, or otherwise instructing the horn valve
26 to open, for a very
short period of time. However, enough time should be allowed to lapse in order
to contirm that
air tlow or pressure is detected. However, the instant that air flow or
pressure is detected, or
should be detected, the horn valve 26 may be shut prior to activation and
sounding of the horn
12. Accordingly, the system 10 may confirm proper operation of the horn system
14 without a
"full blast" of the horn 12.
100311 In a further preferred and non-limiting embodiment, the monitoring
device 18 is a
sound sensor 52. As discussed above, the monitoring device 18 (in the form of
this sound sensor
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52) is in com-nunication with a horn monitoring component 28. The remaining
components and
portions of the system 10 operate as discussed above.
(0032( In this embodiment, the actual aural, or sound, output of the horn 12
is monitored in
order to determine if the horn activation circuit 34 is operating
appropriately. While a sound
sensor 52 is discussed, any coinbination or type of monitoring device 18 is
envisioned, such as a
combination of the current sensor 32 used in connection with a horn magnet
valve 26, a flow
meter 44 sensing air through the pneumatic horn activation circuit 34, or
other similar
arrangements.
(0033( When using the sound sensor 52 of this embodiment, this sensor 52 may
be in the form
of a microphone that is capable of providing feedback that sound is actually
emanating from the
horn 12. In addition, the sound sensor 52 and/or the horn monitoring component
28, may be
configured and/or calibrated to provide an accurate measurement or comparison
of the sound of
the horn 12 against some fixed threshold. Accordingly, and in this non-
limiting embodiment, the
system 10 may be capable of monitoring compliance with various Federal
regulations regarding
minimal audio output levels of a locomotive horn 12.
100341 Further, if some horn activation signal (whether initiated manually or
automatically) is
present, but no electrical current, air flow or sound is present, the system
10 would indicate that
the horn activation circuit 34 is not operating properly. Similarly, if too
little sound is being
emitted from the horn 12, the system 10 may also provide such an indication to
the operator.
This "fault" indication may be presented directly to the operator of the
locomotive, or may even
be conveyed via a wireless radio network (e.g., the data radio 42) to some
operations or
maintenance center for disposition and repair.
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100351 It is further envisioned that the monitoring device 18, sucll as in
some similar form to
the sounci sensor 52, is also capable of recording or otherwise recognizing
the actual sequence of
the horn 12. "I'his would provide an additional compliance check that the
operator (manual)
and/or the horn drive switcli 24 (automatic) is causing the horn 12 to sound
in the required
sequence, including at the appropriate time and position on the track, as well
as the duration and
other characteristics of the blast. Again, using the horn monitoring component
28, the OBC 20
may log the compliance data, provide some indication or alert to the operator
or communicate
this compliance data to central dispatch. Accordingly, not only may the level
of the sound
emanating from the horn 12 be tracked, but the actual sequence of activation
of the horn 12 may
also be monitored and analyzed.
100361 It is further envisioned that the OBC 20, or some other component of
the train control
system may be configured to act upon the faulty condition detennination in
order to minimize
the failure in the horn activation circuit 34. For example, an aural or visual
alert may be
comniunicated to the operator by the OBC 20, or any other suitable component,
such as on the
display mechanism 30. In addition, a message or some coinmunication may be
transmitted to
central dispatch (or a control center) to log the faulty operation, such that
repairs can be
immediately initiated upon arrival of the locomotive at an upcoming service
depot.
100371 In this manner, the present invention provides a system and method of
monitoring in a
horn system 14 to ensure appropriate and/or proper operation of the horn 12.
The system 10 is
capable of monitoring and verifying the integrity of a vehicle horn system 14
and ensures that the
liorn system 14 (or horn activation circuit 34) is operational, and the horn
12 appropriately
activated. The presently-invented system 10 and method is particularly useful
in connection with
a locomotive in a railway system, but is equally useful in connection with
monitoring the
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appropriate operation of horns and similar safety equipment in a variety of
vehicles and
situations. All such variations are contemplated within the context of the
present application.
100381 The invention has been described with reference to the desirable
einbodirnents.
Obvious modifications and alterations will occur to others upon reading and
understanding the
preceding detailed description. It is intended that the invention be construed
as including all
such modifications and alterations insofar as they come within the scope of
the appended claims
or the equivalents thereof:
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